CN114738399A - Pressure zero point self-adaptive control method for wet DCT (dual clutch transmission) - Google Patents

Pressure zero point self-adaptive control method for wet DCT (dual clutch transmission) Download PDF

Info

Publication number
CN114738399A
CN114738399A CN202210184907.2A CN202210184907A CN114738399A CN 114738399 A CN114738399 A CN 114738399A CN 202210184907 A CN202210184907 A CN 202210184907A CN 114738399 A CN114738399 A CN 114738399A
Authority
CN
China
Prior art keywords
pressure
clutch
value
voltage
adaptive control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202210184907.2A
Other languages
Chinese (zh)
Other versions
CN114738399B (en
Inventor
曾开莲
李洪
戴吕俊雅
陈松
王鑫
刘丽萍
李江华
曾凤
陈国利
习建民
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Chongqing Tsingshan Industrial Co Ltd
Original Assignee
Chongqing Tsingshan Industrial Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chongqing Tsingshan Industrial Co Ltd filed Critical Chongqing Tsingshan Industrial Co Ltd
Priority to CN202210184907.2A priority Critical patent/CN114738399B/en
Publication of CN114738399A publication Critical patent/CN114738399A/en
Application granted granted Critical
Publication of CN114738399B publication Critical patent/CN114738399B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/10—Preventing unintentional or unsafe engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3024—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3028—Voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50251—During operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A pressure zero point self-adaptive control method for a wet DCT transmission clutch comprises the following steps: 1) presetting parameters; 2) a Transmission Control Unit (TCU) acquires required data; 3) judging whether the whole vehicle meets the power-on working condition, if so, executing pressure zero point self-adaptive control on a clutch under the power-on working condition, recording the voltage value of the current pressure sensor, and if not, returning to the step 2); 4) judging whether the whole vehicle is in a running working condition, if the whole vehicle is not in the running working condition, returning to the step 3), if the whole vehicle is in the running working condition and the idle clutch meets the pressure zero point adaptive control condition, executing pressure zero point adaptive control on the idle clutch, and recording the voltage value of the current pressure sensor; 5) judging whether the TCU is in a dormant working condition or not, if so, reading and recording the voltage value V4 of the pressure sensor corresponding to each idle clutch at present; 6) and (5) carrying out rationalization check on the voltage values of the pressure sensors recorded in the steps 3), 4) and 5).

Description

Pressure zero point self-adaptive control method for wet DCT (dual clutch transmission)
Technical Field
The invention relates to the technical field of clutch control, in particular to a pressure zero point self-adaptive control method for a clutch of a wet DCT (dual clutch transmission).
Background
The wet DCT transmission has the advantages of high gear shifting speed, high transmission efficiency, compact structure, reliable work, low price and the like, and various automobile manufacturers and transmission part suppliers increase the research and development of DCT, so that the DCT transmission technology is more and more mature. The wet DCT is a double-clutch transmission cooled by oil, a hydraulic system drives and controls an electromagnetic valve to engage in a gear and realize the combination and separation of clutches in the running process of a vehicle, the uninterrupted transmission of power is realized by the torque switching of the two clutches, and the pressure of the clutches is kept to be stably combined and separated in the transmission process so as to ensure the smoothness of gear shifting.
The pressure zero point of the clutch is a pressure value of the clutch when no pressure request exists, in the practical application process, the clutch is controlled by adopting pressure closed loop control, a transmission control unit TCU acquires a voltage value of a pressure sensor, and the actual pressure of the clutch is obtained by an interpolation method according to the relation between the voltage and the pressure. The consistency between the zero-point voltage of the pressure sensor and the zero-point voltage actually used is poor, the pressure sensor is influenced by temperature and environment in the using process, and the zero-point voltage value is easy to deviate, so that the accuracy of the pressure zero point of the clutch is influenced.
The accuracy of the pressure zero point of the clutch directly influences the accuracy of a semi-joint point and a torque and pressure curve of a transmission, further causes the performance problems of gear shifting impact, slow creeping response, gear shifting jerk and the like of the whole vehicle in a static switching handle, and even causes the functional problems of engine flameout, vehicle runaway and the like in the driving process of the clutch with serious zero offset of a voltage value.
Therefore, how to ensure the accuracy of the zero point of the clutch pressure is an urgent problem to be solved in the field.
Disclosure of Invention
The invention aims to provide a pressure zero point self-adaptive control method of a clutch of a wet DCT (discrete cosine transformation) transmission, aiming at the defects of the prior art, which can realize real-time self-adaptation of the pressure zero point of the clutch under various working conditions, ensure and solve the problem of function of the whole vehicle caused by inaccurate pressure zero point of the clutch.
The technical scheme of the invention is as follows: 1. a pressure zero point self-adaptive control method for a wet DCT transmission clutch comprises the following steps:
1) presetting an engine starting rotating speed threshold, a whole vehicle electrification voltage threshold range, a running vehicle speed threshold, a request pressure threshold of an idle clutch, a solenoid valve feedback current threshold range of the idle clutch, an altitude threshold and a clutch voltage-pressure relation curve;
2) the transmission control unit TCU acquires the engine speed, the altitude, the actual vehicle speed, the voltage value of a pressure sensor, a gear shifting handle position signal, the voltage value on the whole vehicle, the request pressure of an idle clutch and the clutch solenoid valve feedback current in real time through a CAN bus and a hard wire harness;
3) judging whether the whole vehicle meets the power-on working condition, if so, performing pressure zero point adaptive control on the clutches under the power-on working condition, recording the voltage values of the pressure sensors corresponding to the current clutches, and if not, returning to the step 2) to continue data acquisition;
4) judging whether the whole vehicle is in a running working condition, if the whole vehicle is not in the running working condition, continuing to perform pressure zero point adaptive control on the clutch in the power-on working condition, and if the whole vehicle is in the running working condition and the idle clutch meets the pressure zero point adaptive control condition, performing pressure zero point adaptive control on the idle clutch and recording the voltage value of a pressure sensor corresponding to the current idle clutch;
5) judging whether the TCU is in a dormant working condition, if so, reading and recording voltage values V4 of pressure sensors corresponding to each idle clutch;
6) and (5) carrying out rationalization check on the voltage values of the pressure sensors recorded in the steps 3), 4) and 5).
Further, the judgment condition of whether the whole vehicle meets the power-on working condition in the step 3) is that firstly, the rotating speed of an engine is smaller than the threshold value of the starting rotating speed of the engine, secondly, the power-on voltage of the whole vehicle is in the range of the threshold value of the power-on voltage of the whole vehicle, thirdly, a gear shifting handle is in a P/N gear, if the three conditions are met simultaneously, the whole vehicle is in the power-on working condition, and if any one of the three conditions is not met, the step 3 is quitted.
Further, the judgment conditions of whether the whole vehicle is in the running working condition in the step 4) are that firstly, the rotating speed of an engine is larger than the threshold value of the starting rotating speed of the engine, secondly, the electrifying voltage of the whole vehicle is in the threshold value range of the electrifying voltage of the whole vehicle, thirdly, the vehicle speed is larger than the threshold value of the running vehicle speed, fourthly, a gear shifting handle is in a forward gear, if the four conditions are met simultaneously, the whole vehicle is in the running working condition, and if any one of the four conditions is not met, the step 4 is quitted.
Further, the judging conditions of the transmission control unit TCU in the dormant state in the step 5) are that the rotating speed of an engine is 0r/min, the voltage signal of the whole vehicle is 0V, the gear shifting handle is in a P/N gear, if the three conditions are met simultaneously, the transmission control unit TCU is in the dormant state, and if any one of the three conditions is not met, the step 5 is quitted.
Further, the step 4) of judging whether the idle clutch meets the pressure zero adaptive control condition is that firstly, the idle clutch request pressure is less than the idle clutch request pressure threshold, secondly, the electromagnetic valve feedback current of the idle clutch is in the range of the electromagnetic valve feedback current threshold of the idle clutch, thirdly, the current altitude is larger than the altitude threshold, if the three conditions are met simultaneously, the idle clutch meets the pressure zero adaptive control condition, and if any one of the three conditions is not met, the step 4) is quitted.
Further, the self-adaptive control steps of the clutch pressure zero point in the power-on working condition in the step 3) are as follows,
3-1) presetting a clutch pressure zero maximum value of a power-on working condition in a transmission control unit TCU;
3-2) obtaining the actual pressure value of the clutch under the power-on working condition by the current pressure sensor voltage value through an interpolation method according to a voltage-pressure relation curve;
3-3) calculating local average atmospheric pressure according to the formula of standard atmospheric pressure and altitude, and using the local average atmospheric pressure as a pressure correction value,
P=101.3*[1-0.0255*H/1000{6357/(6357+H/1000)}]5.256
wherein, P is the local average atmospheric pressure and the unit kpa;
h is the local altitude in m;
and 3-4) taking the absolute value of the difference value between the actual pressure value and the pressure correction value of the clutch under the power-on working condition as the clutch pressure zero value under the power-on working condition, if the pressure zero value is less than or equal to the maximum value of the clutch pressure zero point under the power-on working condition, self-adapting the clutch pressure zero value under the power-on working condition to 0cbar, and recording the voltage value V1 corresponding to the pressure sensor at the moment, otherwise, not carrying out self-adapting control on the pressure zero point.
Further, the step 4) of adaptive control of the pressure zero point of the idle clutch under the running condition comprises the following steps,
4-1) presetting the maximum value of the pressure zero point of the idle clutch as Pmax, and the maximum normal times of the pressure zero point self-adaptive control of the idle clutch is N1;
4-2) obtaining the actual pressure of the idle clutch by an interpolation method according to the voltage value of the current pressure sensor and a clutch voltage-pressure relation curve, when the actual pressure of the idle clutch is less than or equal to Pmax, self-adapting the pressure zero point value of the clutch to 0cbar, and adding 1 to the self-adapting times n1 when the pressure zero point self-adapting control is completed once;
4-2-1) comparing the self-adaptive times N1 of the idle clutch with N1, if N1 is not more than N1, continuing to perform next pressure zero point self-adaptive control, if N1 is more than N1, stopping self-adaptive control, and recording the last pressure zero point self-adaptive value as a pressure sensor voltage value V2 corresponding to 0 cbar.
Further, the number of abnormalities in the preset idling clutch pressure zero adaptive control is at most N2, the actual pressure offset value of the idling clutch,
4-3) when the actual pressure of the idle clutch is larger than Pmax, subtracting the actual pressure deviation value from the actual pressure value of the idle clutch as a pressure zero adaptive value of the clutch, and adding 1 to the adaptive number n2 when the pressure zero adaptive control of the condition is completed once;
4-3-1) comparing the adaptive times N2 of the idle clutch with N2, if N2 is less than or equal to N2, continuing the next adaptive control of the pressure zero point, if N2 is more than N2, stopping the adaptive control, and recording the pressure sensor voltage value V3 corresponding to the last adaptive value of the situation.
Further, the rationalization check is that when the pressure sensor voltage value V3 is not recorded, and the difference values of the pressure sensor voltage values V1, V2 and V4 are all within an error range, an average value among V1, V2 and V4 is calculated, and the average value is prestored as a voltage value corresponding to a pressure zero point in a clutch voltage-pressure relation curve, and the voltage value is updated when the whole vehicle is powered on and powered off in an NVM storage mode; when the voltage value V3 of the pressure sensor is recorded, the voltage value V3 is sent to a fault module for fault code storage, the average value of V1 and V2 is calculated, the average value is prestored as the voltage value corresponding to the pressure zero point in the clutch voltage-pressure relation curve, and the voltage value is updated when the whole vehicle is powered on and powered off in an NVM (non-volatile memory) storage mode.
Further, the clutch voltage-pressure relation curve is set according to a calculation formula of the pressure sensor voltage and the pressure, the formula is as follows,
Uout=(0.032*P1+0.068)*Us
in the formula, Uout is the actual voltage value of the pressure sensor, and the unit is V;
p1 is the pressure value of the pressure sensor, in bar;
us is the maximum output voltage of the pressure sensor, in V.
Adopt above-mentioned technical scheme's beneficial effect:
1. the invention realizes the clutch pressure zero point self-adaptation under three working conditions through the transmission control unit TCU, can carry out verification and correction on the pressure zero point offset of the pressure sensor in real time in the whole driving cycle, and ensures the effectiveness and the accuracy of the clutch pressure zero point self-adaptation.
2. The invention updates the voltage-pressure relation curve of the clutch when the whole vehicle is powered on or off every time by calculating the average value of the voltage values of the pressure sensors corresponding to the pressure zero point self-adaptation under the three working conditions and pre-storing the average value as the voltage value corresponding to the pressure zero point of the voltage-pressure relation curve in the transmission unit TCU, thereby being capable of adapting to the influence of the temperature and the environment on the pressure sensors at any time.
3. The invention can perform clutch pressure zero point self-adaptation in the driving process, and simultaneously can monitor and diagnose the zero point offset severity of the pressure sensor or the abnormity of the hydraulic system, and record fault codes, thereby facilitating the maintenance of after-sales personnel.
In conclusion, the invention can ensure the self-adaptive accuracy of the clutch pressure zero point, and can optimize and improve the technical problems of gear shifting impact of the static switching handle of the whole vehicle, engine flameout, slow crawling response, gear shifting and suspension in the driving process, vehicle flying and the like caused by inaccurate clutch pressure zero point.
The invention is further described with reference to the drawings and the following detailed description.
Drawings
FIG. 1 is a general flow diagram of the present invention;
FIG. 2 is a flow chart of the clutch pressure zero adaptive control under the power-on condition of the present invention;
FIG. 3 is a flow chart of the clutch pressure zero adaptive control under driving conditions of the present invention.
Detailed Description
Referring to fig. 1-3, an embodiment of a method for adaptive control of clutch pressure zero for a wet DCT transmission includes the following steps:
1) the method comprises the steps of presetting an engine starting rotating speed threshold, a whole vehicle electrification voltage threshold range, a running vehicle speed threshold, a request pressure threshold of an idle clutch, an electromagnetic valve feedback current threshold range of the idle clutch, an altitude threshold and a clutch voltage-pressure relation curve.
2) The transmission control unit TCU acquires the engine speed, the altitude, the actual vehicle speed, the voltage value of a pressure sensor, a gear shifting handle position signal, the voltage value on the whole vehicle, the request pressure of an idle clutch and the clutch solenoid valve feedback current in real time through a CAN bus and a hard wire harness;
the transmission control unit TCU obtains an engine rotating speed signal, an altitude signal and a vehicle speed signal in real time from the engine control unit ECU and the anti-lock brake system ABS through the CAN receiving module. The voltage value of the pressure sensor, the position signal of the gear shifting handle and the power-on voltage value of the whole vehicle are collected through hard wires. The transmission control unit TCU filters the voltage value of the pressure sensor with a first order sequential low pass filter. And the transmission control unit TCU identifies the handle position according to the voltage value of the collected gear shifting handle position sensor. And the transmission control unit TCU identifies that the whole vehicle is in a working or dormant state according to the collected whole vehicle electrification voltage signal.
3) And judging whether the whole vehicle meets the conditions of the power-on working condition, wherein the judgment conditions are that the rotating speed of the engine is less than the threshold value of the starting rotating speed of the engine, the power-on voltage of the whole vehicle is in the range of the threshold value of the power-on voltage of the whole vehicle, the gear shifting handle is in a P/N gear, if the three conditions are met simultaneously, the whole vehicle is in the power-on working condition, pressure zero point self-adaptive control is carried out on a clutch of the power-on working condition, and if any one of the three conditions is not met, the step 2) is returned to continue to carry out data acquisition.
The self-adaptive control steps of the clutch pressure zero point in the power-on working condition are as follows,
3-1) presetting a clutch pressure zero maximum value of a power-on working condition in a transmission control unit TCU, wherein the pressure zero maximum value is an empirical value and is usually 50 cbar;
3-2) obtaining the actual pressure value of the clutch under the power-on working condition by the current pressure sensor voltage value through an interpolation method according to a voltage-pressure relation curve;
3-3) calculating local average atmospheric pressure according to the formula of standard atmospheric pressure and altitude, and using the local average atmospheric pressure as a pressure correction value,
P=101.3*[1-0.0255*H/1000{6357/(6357+H/1000)}]5.256
wherein, P is the local average atmospheric pressure and the unit kpa;
h is the local altitude in m;
and 3-4) taking the absolute value of the difference value between the actual pressure value and the pressure correction value of the clutch under the power-on working condition as the clutch pressure zero value under the power-on working condition, if the pressure zero value is less than or equal to the maximum value of the clutch pressure zero point under the power-on working condition, self-adapting the clutch pressure zero value under the power-on working condition to 0cbar, and recording the voltage value V1 corresponding to the pressure sensor at the moment, otherwise, not carrying out self-adapting control on the pressure zero point.
Further, the clutch voltage-pressure relationship curve is set according to a calculation formula of the pressure sensor voltage and pressure as follows
Uout=(0.032*P1+0.068)*Us
In the formula, Uout is the actual voltage value of the pressure sensor, and the unit is V;
p1 is the pressure value of the pressure sensor, in bar;
us is the maximum output voltage of the pressure sensor, in units of V;
when the voltage-pressure relation curve is set, 6 Uout values can be set, and corresponding 6P 1 values are obtained according to a formula, so that the voltage-pressure relation curve is formed.
4) Judging whether the whole vehicle is in a running working condition, wherein the judgment conditions are that firstly, the rotating speed of an engine is greater than a starting rotating speed threshold value of the engine, secondly, the electrifying voltage of the whole vehicle is in the electrifying voltage threshold value range of the whole vehicle, thirdly, the vehicle speed is greater than a running vehicle speed threshold value, fourthly, a gear shifting handle is in a forward gear, if the four conditions are simultaneously met, the whole vehicle is in the running working condition, if any one of the four conditions is not met, the step 4 is exited, and pressure zero point self-adaptive control is continuously executed on a clutch in the electrifying working condition.
When the whole vehicle is in a running working condition, if the current running gear is an odd gear, the clutch corresponding to the even gear is an idle clutch, and otherwise, if the current running gear is an even gear, the clutch corresponding to the odd gear is an idle clutch.
And when the whole vehicle is in a running working condition and the idle clutch meets the pressure zero point self-adaptive control condition, performing pressure zero point self-adaptive control on the idle clutch and recording the voltage value of the pressure sensor corresponding to the current idle clutch.
The judgment condition of whether the idle clutch meets the pressure zero point self-adaptive control is that firstly, the request pressure of the idle clutch is less than the request pressure threshold of the idle clutch, secondly, the feedback current of the electromagnetic valve of the idle clutch is in the range of the feedback current threshold of the electromagnetic valve of the idle clutch, thirdly, the current altitude is greater than the altitude threshold, if the three conditions are met simultaneously, the idle clutch meets the pressure zero point self-adaptive control condition, and if any one of the three conditions is not met, the idle clutch does not meet the control condition and does not enter the pressure zero point self-adaptive control.
The adaptive control steps of the pressure zero point of the idle clutch under the driving working condition are as follows,
4-1) presetting the maximum pressure zero value of the idle clutch as Pmax, the maximum normal times of the adaptive control of the pressure zero point of the idle clutch as N1, the maximum abnormal times of the adaptive control of the pressure zero point of the idle clutch as N2 and the actual pressure deviation value of the idle clutch;
4-2) obtaining the actual pressure of the idle clutch by an interpolation method according to a clutch voltage-pressure relation curve by the voltage value of the current pressure sensor, when the actual pressure of the idle clutch is less than or equal to Pmax, considering that the pressure zero point value of the idle clutch is in a normal range at the moment, self-adapting the pressure zero point value of the clutch to 0cbar, and adding 1 to the number n1 of normal self-adaptive control every time pressure zero point self-adaptive control is completed;
4-2-1) comparing the adaptive times N1 of the idle clutch with N1, if N1 is not more than N1, continuing to perform the next pressure zero point adaptive control, if N1 is more than N1, stopping adaptive control, and recording the last pressure zero point adaptive value as a pressure sensor voltage value V2 corresponding to 0cbar, wherein the voltage value difference of the pressure sensor under the normal condition is very small, so that only the last adaptive value corresponding to V2 is required to be recorded for subsequent verification, and the maximum adaptive control times under the normal condition are set, so that the adaptive control time can be saved.
4-3) when the actual pressure of the idle clutch is larger than Pmax, the pressure zero value of the idle clutch is considered to be abnormal, the actual pressure value of the idle clutch minus the actual pressure deviation value is taken as the pressure zero adaptive value of the clutch, and the number n2 of abnormal adaptive control is increased by 1 every time the pressure zero adaptive control under the abnormal condition is completed;
4-3-1) comparing the number of times N2 of abnormal adaptive control of the idle clutch with N2, if N2 is not more than N2, indicating that the number of times of abnormal conditions is within an allowable range, and continuing to perform the next pressure zero adaptive control without processing, if N2 is more than N2, indicating that the number of times of abnormal conditions exceeds the allowable range, at this time, stopping adaptive control, and recording a pressure sensor voltage value V3 corresponding to the last adaptive value of the condition.
5) Judging whether the transmission unit TCU is in a dormant working condition, wherein the judgment conditions are that the rotating speed of an engine is 0r/min, the power-on voltage signal of the whole vehicle is 0V, a gear shifting handle is in a P/N gear, if the three conditions are met simultaneously, the transmission control unit TCU is in the dormant working condition, at the moment, the voltage value V4 of a pressure sensor corresponding to each idle clutch at present is read and recorded, if any one of the three conditions is not met, the step 5 is quitted), and pressure zero point self-adaptive control is continuously carried out on the idle clutch in the running working condition.
6) The voltage value of the pressure sensor recorded in the steps 3), 4) and 5) is subjected to rationalization verification, the rationalization verification step is,
6-1) when the pressure sensor voltage value V3 is not recorded, the difference values among the pressure sensor voltage values V1, V2 and V4 are all in an error range, the pressure sensor voltage values recorded in the whole driving cycle process are considered to belong to normal values, the accuracy of data recording can be ensured by calculating the error of the difference values among V1, V2 and V4, subsequent updating errors caused by program recording errors are avoided, then the average value among V1, V2 and V4 is calculated and prestored as the voltage value corresponding to the pressure zero point in a clutch voltage-pressure relation curve, and the whole vehicle is updated in a non-volatile memory (NVM) mode when the vehicle is powered on and powered off.
6-2) when the pressure sensor voltage value V3 is recorded, it is indicated that the abnormality of the clutch pressure zero value is too serious, at this time, V3 needs to be sent to a fault module for storing fault codes, and meanwhile, the pressure sensor voltage value V4 of the transmission control unit TCU under the dormant condition is also considered to be an abnormal value, so that the average value of V1 and V2 is calculated, the average value is prestored as a voltage value corresponding to the pressure zero value in the clutch voltage-pressure relation curve, and the voltage value is updated in an NVM storage mode when the whole vehicle is powered on or powered off.

Claims (10)

1. A pressure zero point self-adaptive control method for a wet DCT transmission clutch is characterized by comprising the following steps:
1) presetting an engine starting rotating speed threshold, a whole vehicle electrification voltage threshold range, a running vehicle speed threshold, a request pressure threshold of an idle clutch, a solenoid valve feedback current threshold range of the idle clutch, an altitude threshold and a clutch voltage-pressure relation curve;
2) the transmission control unit TCU acquires the engine speed, the altitude, the actual vehicle speed, the voltage value of a pressure sensor, a gear shifting handle position signal, the voltage value on the whole vehicle, the request pressure of an idle clutch and the clutch solenoid valve feedback current in real time through a CAN bus and a hard wire harness;
3) judging whether the whole vehicle meets the power-on working condition, if so, performing pressure zero point adaptive control on the clutches under the power-on working condition, recording the voltage values of the pressure sensors corresponding to the current clutches, and if not, returning to the step 2) to continue data acquisition;
4) judging whether the whole vehicle is in a running working condition, if the whole vehicle is not in the running working condition, continuing to perform pressure zero point adaptive control on a clutch in a power-on working condition, and if the whole vehicle is in the running working condition and an idle clutch meets a pressure zero point adaptive control condition, performing pressure zero point adaptive control on the idle clutch and recording a voltage value of a pressure sensor corresponding to the current idle clutch;
5) judging whether the TCU is in a dormant working condition or not, if so, reading and recording the voltage value V4 of the pressure sensor corresponding to each idle clutch at present;
6) and (5) carrying out rationalization check on the voltage values of the pressure sensors recorded in the steps 3), 4) and 5).
2. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: and 3) judging whether the whole vehicle meets the power-on working condition, wherein the judgment condition that the rotating speed of the engine is less than the starting rotating speed threshold value of the engine, the power-on voltage of the whole vehicle is in the range of the power-on voltage threshold value of the whole vehicle, the gear shifting handle is in a P/N gear, if the three conditions are met simultaneously, the whole vehicle is in the power-on working condition, and if any one of the three conditions is not met, the step 3 is quitted.
3. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: and 4) judging whether the whole vehicle is in the running working condition according to the conditions that firstly, the rotating speed of an engine is greater than the threshold value of the starting rotating speed of the engine, secondly, the electrifying voltage of the whole vehicle is in the threshold value range of the electrifying voltage of the whole vehicle, thirdly, the vehicle speed is greater than the threshold value of the running vehicle speed, fourthly, a gear shifting handle is in a forward gear, if the four conditions are met simultaneously, the whole vehicle is in the running working condition, and if any one of the four conditions is not met, the step 4 is quitted.
4. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: and 5) judging conditions that the TCU is in the dormant working condition are that firstly, the rotating speed of an engine is 0r/min, secondly, an electric voltage signal on the whole vehicle is 0V, thirdly, a gear shifting handle is in a P/N gear, if the three conditions are met simultaneously, the TCU is in the dormant working condition, and if any one of the three conditions is not met, the TCU exits from the step 5).
5. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: and step 4) judging conditions for judging whether the idle clutch meets the pressure zero point self-adaptive control, wherein the judgment conditions comprise that the idle clutch request pressure is smaller than the idle clutch request pressure threshold, the electromagnetic valve feedback current of the idle clutch is in the range of the electromagnetic valve feedback current threshold of the idle clutch, and the current altitude is larger than the altitude threshold, if the three conditions are met simultaneously, the idle clutch meets the pressure zero point self-adaptive control conditions, and if any one of the three conditions is not met, the step 4 is exited.
6. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: step 3) the self-adaptive control steps of the clutch pressure zero point under the power-on working condition are as follows,
3-1) presetting a clutch pressure zero maximum value of a power-on working condition in a Transmission Control Unit (TCU);
3-2) obtaining the actual pressure value of the clutch under the power-on working condition by the current pressure sensor voltage value through an interpolation method according to a voltage-pressure relation curve;
3-3) calculating local average atmospheric pressure according to the formula of standard atmospheric pressure and altitude, and using the local average atmospheric pressure as a pressure correction value,
P=101.3*[1-0.0255*H/1000{6357/(6357+H/1000)}]5.256
wherein P is the local average atmospheric pressure in kpa;
h is the local altitude in m;
and 3-4) taking the absolute value of the difference value between the actual pressure value and the pressure correction value of the clutch under the power-on working condition as the clutch pressure zero value under the power-on working condition, if the pressure zero value is less than or equal to the maximum value of the clutch pressure zero point under the power-on working condition, self-adapting the clutch pressure zero value under the power-on working condition to 0cbar, and recording the voltage value V1 corresponding to the pressure sensor at the moment, otherwise, not carrying out self-adapting control on the pressure zero point.
7. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: step 4) the adaptive control steps of the pressure zero point of the idle clutch under the running working condition are as follows,
4-1) presetting the maximum value of the pressure zero point of the idle clutch as Pmax, and the maximum normal times of the pressure zero point self-adaptive control of the idle clutch is N1;
4-2) obtaining the actual pressure of the idle clutch by an interpolation method according to the voltage value of the current pressure sensor and a clutch voltage-pressure relation curve, when the actual pressure of the idle clutch is less than or equal to Pmax, self-adapting the pressure zero point value of the clutch to 0cbar, and adding 1 to the self-adapting times n1 when the pressure zero point self-adapting control is completed once;
4-2-1) comparing the adaptive times N1 of the idle clutch with N1, continuing to perform the next pressure zero point adaptive control if N1 is less than or equal to N1, stopping adaptive control if N1 is more than N1, and recording the pressure sensor voltage value V2 corresponding to the last pressure zero point adaptive value of 0 cbar.
8. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 7, wherein: the number of anomalies for the preset off-going clutch pressure zero adaptive control is at most N2, the actual pressure offset value for the off-going clutch,
4-3) when the actual pressure of the idle clutch is larger than Pmax, subtracting the actual pressure deviation value from the actual pressure value of the idle clutch as the pressure zero point adaptive value of the clutch, and adding 1 to the adaptive number n2 every time the pressure zero point adaptive control of the condition is completed;
4-3-1) comparing the adaptive times N2 of the idle clutch with N2, if N2 is less than or equal to N2, continuing the next adaptive control of the pressure zero point, if N2 is more than N2, stopping the adaptive control, and recording the pressure sensor voltage value V3 corresponding to the last adaptive value of the situation.
9. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: the rationalization check is that when the pressure sensor voltage value V3 is not recorded, and the difference values of the pressure sensor voltage values V1, V2 and V4 are all in an error range, the average value among V1, V2 and V4 is calculated, and the average value is prestored as a voltage value corresponding to a pressure zero point in a clutch voltage-pressure relation curve, and the voltage value is updated when the whole vehicle is powered on and powered off in an NVM (non-volatile memory) storage mode; when the voltage value V3 of the pressure sensor is recorded, the voltage value V3 is sent to a fault module for fault code storage, the average value of V1 and V2 is calculated, the average value is prestored as the voltage value corresponding to the pressure zero point in the clutch voltage-pressure relation curve, and the voltage value is updated when the whole vehicle is powered on and powered off in an NVM (non-volatile memory) storage mode.
10. The wet DCT transmission clutch pressure zero adaptive control method as set forth in claim 1, wherein: the clutch voltage-pressure relation curve is set according to a calculation formula of the voltage and the pressure of the pressure sensor, the formula is as follows,
Uout=(0.032*P1+0.068)*Us
in the formula, Uout is the actual voltage value of the pressure sensor, and the unit is V;
p1 is the pressure value of the pressure sensor, in bar;
us is the maximum output voltage of the pressure sensor, in V.
CN202210184907.2A 2022-02-28 2022-02-28 Pressure zero self-adaptive control method for wet DCT (discrete cosine transform) transmission clutch Active CN114738399B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210184907.2A CN114738399B (en) 2022-02-28 2022-02-28 Pressure zero self-adaptive control method for wet DCT (discrete cosine transform) transmission clutch

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210184907.2A CN114738399B (en) 2022-02-28 2022-02-28 Pressure zero self-adaptive control method for wet DCT (discrete cosine transform) transmission clutch

Publications (2)

Publication Number Publication Date
CN114738399A true CN114738399A (en) 2022-07-12
CN114738399B CN114738399B (en) 2024-01-19

Family

ID=82275148

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210184907.2A Active CN114738399B (en) 2022-02-28 2022-02-28 Pressure zero self-adaptive control method for wet DCT (discrete cosine transform) transmission clutch

Country Status (1)

Country Link
CN (1) CN114738399B (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120232766A1 (en) * 2009-03-27 2012-09-13 Olivier Einfinger Clutch pressure control device
CN106870600A (en) * 2017-03-21 2017-06-20 中国第汽车股份有限公司 The adaptive approach of wet-type double-clutch automatic speed-change device clutch Half engagement point
CN107387599A (en) * 2017-09-12 2017-11-24 安徽江淮汽车集团股份有限公司 The half hitch chalaza self-learning method of wet dual-clutch automatic transmission
CN112901770A (en) * 2021-01-15 2021-06-04 重庆长安汽车股份有限公司 Self-learning method and system for electromagnetic valve characteristic curve of double-clutch automatic transmission
CN113700846A (en) * 2021-07-17 2021-11-26 重庆青山工业有限责任公司 Control method for electromagnetic valve washing valve of clutch of wet DCT (dual clutch transmission)

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120232766A1 (en) * 2009-03-27 2012-09-13 Olivier Einfinger Clutch pressure control device
CN106870600A (en) * 2017-03-21 2017-06-20 中国第汽车股份有限公司 The adaptive approach of wet-type double-clutch automatic speed-change device clutch Half engagement point
CN107387599A (en) * 2017-09-12 2017-11-24 安徽江淮汽车集团股份有限公司 The half hitch chalaza self-learning method of wet dual-clutch automatic transmission
CN112901770A (en) * 2021-01-15 2021-06-04 重庆长安汽车股份有限公司 Self-learning method and system for electromagnetic valve characteristic curve of double-clutch automatic transmission
CN113700846A (en) * 2021-07-17 2021-11-26 重庆青山工业有限责任公司 Control method for electromagnetic valve washing valve of clutch of wet DCT (dual clutch transmission)

Also Published As

Publication number Publication date
CN114738399B (en) 2024-01-19

Similar Documents

Publication Publication Date Title
US20080059038A1 (en) Vehicle Characteristics Storing Apparatus And Method
US8712635B2 (en) In-vehicle electronic control apparatus having monitoring control circuit
US20140379199A1 (en) Method for aging-efficient and energy-efficient operation in particular of a motor vehicle
US20090138137A1 (en) In-vehicle electronic control apparatus having monitoring control circuit
JP6125111B2 (en) In-vehicle electronic control unit
CN109083756B (en) Engine air inlet fault detection method and device
WO2014202100A1 (en) A method for a vehicle
US11719174B2 (en) System for turbocharger performance monitoring and adaptation
CN112000077B (en) Vehicle environment pressure sensor fault diagnosis method and fault protection method
CN108536122B (en) Hybrid electric vehicle diagnostic system and method
JP3835312B2 (en) Electronic control device for vehicle
CN114738399A (en) Pressure zero point self-adaptive control method for wet DCT (dual clutch transmission)
US9677492B2 (en) System and method for controlling a vehicle powertrain
EP3077996B1 (en) Method and system at activation of a fault code in a control system, and vehicle comprising the system
CN111103071B (en) Fault diagnosis method and system for air inlet temperature sensor of vehicle and engine
JP2013019484A (en) Failure diagnosis device for oil temperature sensor
US8341343B2 (en) Controller
JP2010112351A (en) Engine testing apparatus
US20230278435A1 (en) Electrified vehicle and method for manufacturing electrified vehicle
CN111090914A (en) Method and device for determining position offset
CN115788671B (en) Model-based downtime calculation method and sensor drift fault detection method
CN118597140A (en) Time-sharing driving control method and device for commercial vehicle and vehicle
US11333094B2 (en) Method for estimating the ageing of an exhaust gas sensor and an industrial vehicle for implementing this method
US9850837B2 (en) Monitoring device for fuel injection amount control apparatus
CN115071419A (en) Minimum position control method and device, vehicle control unit, control system and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant